Booster valve



June 1, 1943. E. MARTIN BOOSTER VALVE Filed July 5, 1941 2 Sheets-Sheet 1 BY 7 r% d%b A ORNEY June 1, 1943.' E. MARTIN 2,320,444

BOOSTER VALVE Filed July 5.v 1941 2 Sheets-Sheet 2 INVVENTOR @650! Mr) A TORNEY Patented June 1, i943 2,320,444 BOOSTER VALVE Eugene-Martin, Erie, Pa., assignor to The Standard Stoker Company, Incorporated, a corpora tion of Delaware Application July 5, 1941, Serial No. 401,152

6 Claims.

This invention relates to valves controlling the flow of pressure fluid to a pressure fluid operated engine that normally operates on pressures below that of the source of supply; and has for its primary object to provide an improved valve mechanism that will under certain conditions, as when the engine stalls due to an overload, automatically and sharply increase the fluid pressure to the engine, and automatically reduce to normal the fluid pressure to the engine when the overload on the engine has been relieved.

Another object is to provide a valve mechanism, of the type described, interposed in a pressure fluid line between a source of supply and a pressure fluid operated engine, which valve mechanism normally admits pressure fluid to the engine at a predetermined pressure below the pressure to the engine, during which time the upon stalling of the engine due to an overload, instantaneously and automatically function to admit fluid at the pressure of the source of supply to the engine when a predetermined back pressure has been built up in the line between the engine and the valve mechanism; and that will after a predetermined period of time automatically function to reduce to normal the fluid pressure to the engine during which time the overload on the engine would normally be relieved.

It is also a further general object of the invention to provide a valve mechanism as above described, that is positive and reliable in its action, consists of relatively few, simply constructed parts, and that can be manufactured at comparatively small cost.

With the above and other objects in View, the invention consists in the improved construction, combination and relative arrangement of the several parts as hereinafter more fully described,

claimed and illustrated in the accompanying drawings, and wherein Fig. 1 is a fragmentary vertical transverse sectional View through a locomotive looking toward the boiler backhead, with a stoker engine and the novel valve mechanism applied to the locomotive and Shown in elevation;

Figure 2 is a sectional view of the novel valve mechanism taken on the line 2-2 of Figure 1;

Figure 3 is a sectional view taken on the line 3-3 of Figure 2; and

Figure 4 is a sectional view taken on the line 4-4 of Figure 3.

The invention is illustratel in the drawings and will be described as applied to the stoker engine of a locomotive, but it will be apparent that the if novel valve mechanism is equally adaptable to engines for operating other devices and appliances.

Referring specifically to Figure 1, the locomotive boiler backhead is shown at I0, and it is provided with the conventional firing opening II. A'stoker engine I2, including a piston chamber 3 is suitably mounted on the locomotive beneath the cab deck I3. The stoker itself is not shown in the drawings and may be of any type well known in the art that employs conveying means for delivering coal from a tender or other source of supply to the locomotive firebox. The Stoker engine I2 is of the multicylinder, double acting type and utilizes steam or other pressure fluid as an operating medium therefor.

Steam from the locomotive boiler, the backhead of which is shown at I0, is conducted to the novel valve mechanism I4 by means of an intake piipe I5 and thence to the engine I2 through pipe I Referring now to Figures 2 and 4, inclusive, illustrating the detailed construction of the valve mechanism I 4, it comprises an elongated body member Il provided in its upper end with a chamber I8 to which chamber steam is supplied from the locomotive boiler through the intake pipe I5. While the stoker engine I2 normally operates on steam pressures considerably below boiler pressure, as an illustration the boiler pressure may be 250 pounds per square inch while the st-oker engine may operate normally at 25 pounds per square inch, nevertheless for reasons to be brought out hereinafter, high pressure, preferably boiler pressure is maintained in chamber I8.

Pressure fluid passes from the chamber I8 into by-pass I9, thence through the bore or passage into chamber 2|, from which chamber 2| pressure fluid passes through pipe I6 to the stoker engine. The communication between the high pressure chamber I8 and the passage I9 is con trolled by the throttle or control valve 22 which comprises a stem 23 threaded into a bonnet 24, the stem 23 having a valve member 25 at its inner end and the valve handle 26 at its outer end. A valve seat 21 is threaded into the internal wall 23 of the body member I! between the chamber I8 and by-pass I9. Thus, when pressure fluid is present within the chamber I8, it will pass into the by-pass I9 and ultimately to the stoker engine at a pressure determined by the setting of the valve, 22.

- The bore or passage 20, which as stated above, provides communication between chamber 2| and by-pass I9, also opens at its upper end into chamber I8 and at its lower end into chamber 29. Mounted in the bore 26 is a reciprocating differential piston type valve 30. The valve 30 comprises the heads 3| and 32, the latter being larger than the former, connected by the stem 33. The outer face of the large piston head 32 is provided with a recess 34 in which is received the upper end of a thrust spring 35. During normal operation, the spring 35 holds the valve 30 in the position shown in Figure 2, the beveled surface 35 of the inner face of the large piston head 32 seating against the seat 31. In this position of the valve 3!), pressure fluid passes from chamber I8 to the by-pass I9 at a pressure determined by the setting of the valve 22, thence through bore around the valve stem 33 into the chamber 2| and then through pipe I6 to the stoker engine I2.

It will be observed that the bore 20 is enlarged at its lower end adjacent the seat 37 thereby causing the valve 30 to be unbalanced. In order to prevent the valve 30 from being moved downward during normal operation due to the fact that the area of the inner surface of the head 32 exposed to the fluid pressure in the bore is greater than the area of the inner surface of the head 3I, the spring 35 is arranged to compensate for the weight of the valve 30 and the differential in pressure. The springs 35 thus overcomes the tendency for the valve 30 to open under normal operating conditions.

However, when the stoker engine I2 stalls, as may happen if the stoker conveyor becomes overloaded or choked, back pressures will build up in the pipe I6, the chamber 2I and the bore 20; the differential in pressure on the unbalanced valve 30 will increase and cause it to move downward. Downward movement of the valve 30 provides communication between the chamber I8 and 2| through the bore 20, admitting fluid at boiler pressure to the chamber 2I and to the Stoker engine I2. This sudden charge of fluid at boiler pressure to the engine will in most cases cause resumed operation of the stoker conveyor. Downward movement of the valve 30 places the space between the heads 3I and 32 in communication with atmosphere through the passage 45 controlled by the needle valve 46, as shown in Figure 4. After a selected predetermined period of time, depending upon the setting of the needle valve 46, the spring 35 returns the valve 30 to the position shown in Figure 2. If the stoker engine has not resumed 4 operation upon return of the valve 30 to the position shown in Figure 2, a pressure diiTerential will again be set up between the valve heads 3| and 32 and the sequence of operations will be repeated.

Immediately upon initial downward movement of the valve 30, the beveled surface 36 moves away from the seat 31 permitting pres sure fluid to act on the additional surface 38 of the inner surface of the head 32 causing the valve to open with a snap. In order to prevent the valve 30 from opening every time the engine I2 labors, short of stalling, the spring 35 is arranged to resist opening of valve 30 until a predetermined back pressure in the pipe I6, chamber 2| and bore 20 has been built up.

Assuming again, for purpose of illustration, that boiler pressure is 250 pounds per square inch and that the stoker engine I2 operates on pounds per square inch. In the first place, the control valve 22 is adjusted to regulate the pressure fluid to the engine at 25 pounds per square inch. Since it is not desirable to have the booster valve open every time the engine labors, it will be assumed for purpose of illustration, that it is desired to have the booster valve 30 open when a back pressure of 50 pounds per square inch is reached. For the booster valve 30 to operate under these conditions, the spring must be arranged to balance the fluid pressure of 250 pounds per square inch in chamber I8, plus the weight of the valve 30, plus poundsxthe difference in square inches between the areas of the adjacent surfaces of the heads 3I and 32 exposed to the fluid pressure when in the position shown in Figure 2.

It will be apparent then, that by providing a spring of proper strength or by providing means for adjusting the compresison of the spring 35, the valve mechanism can be. arranged to operate with different boiler pressures and at difierent back pressures. In the drawings means is shown for regulating the compression of spring 35, including an adjusting screw 39 threaded into the bottom of the body member I1 and having on its inner side a seat 40 arranged to receive the lower end of the spring 35 and on its outer side a lock nut II. By turning the adjusting screw 39, the seat 40 can be raised or lowered to alter the compressive strength of the spring 35.

Communicating with the chamber 2| is a small lead 42 which conducts pressure fluid from the chamber to a guage (not shown), which indicates the engine operating pressure. Another small lead 43 provides communication between a suitable mechanical .lubricator (not shown) and the chamber H for the purpose of supplying a small quantity of oil at regular intervals for lubricating the cylinder walls of the steam engine I2.

I claim:

1. A pressure fluid regulating device for a pressure fluid operated engine comprising a body member having therein an inlet chamber for receiving pressure fluid from a source of supply and an outlet chamber from which pressure fluid is arranged to be delivered to said engine, a double headed unbalanced piston valve mounted for reciprocation in said body member to selectively close and open communication between said chambers, said piston valve being subjected on one side to fluid pressure in said inlet chamber urging said piston valve to its open position, resilient means reacting on the other side of said piston valve urging said piston valve to its closed position, a 'by-pass formed in said bodi member providing for passage of pressure fluid from said inlet chamber to said outlet chamber between the ends of said unbalanced piston valve and a control valve in said by-pass, said resilient means being arranged to permit movement of said unbalanced piston valve to its open position when a predetermined pressure above the pressure of the fluid admitted by the control valve is reached between the ends of said unbalanced piston valve.

2. In a pressure fluid regulating device for a pressure fluid operated engine, the combination comprising a body member having therein an inlet chamber for receiving pressure fluid from a source of supply, an outlet chamber in said body member from which pressure fluid is arranged to be delivered to said engine, a passage formed in said body member establishing direct communication between said chambers, a bypass formed in said body member connecting aid inlet chamber with said passage, a double headed unbalanced piston valve slidably mounted in said passage, resilient means arranged to normally maintain said piston valve in a position closing said passage and providing communication from said by-pass to said outlet chamber between the ends of said unbalanced piston valve, and a control valve in said by-pass for delivering pressure fluid to said outlet chamber at a predetermined pressure below the pressure in said inlet chamber, said resilient means being arranged to yield at a predetermined pressure above the pressure of the fluid normally passing between the ends of said unbalanced piston valve to permit movement of said unbalanced piston valve to open the passage between said chambers.

3. In a pressure fluid regulating device for a pressure fluid operated engine, the combination comprising a body member having therein an inlet chamber for receiving pressure fluid from a source of supply, an outlet chamber in said body member from which pressure fluid is arranged to be delivered to said engine, a passage formed in said body member establishing communication between said chambers, a double headed unbalanced piston valve slidably mounted in said passage, a by-pass formed in said body member providing communication between said inlet chamber and said passage, a control valve in said by-pass for delivering pressure fluid to said passage at a predetermined pressure below the pressure in said inlet chamber, resilient means reacting on said piston valve for normally maintaining said valve in position closing the passage between said chambers and for effecting communication between said outlet chamber and said by-pass through said passage between the heads of said unbalanced piston valve, and means for adjusting said resilient means to provide for movement of said unbalanced piston valve to open said passage providing direct communication between said chambers when a selected predetermined pressure above the pressure admitted by the control valve is reached.

4. In a pressure fluid regulating device for a pressure fluid operated engine, the combination comprising a body member having therein an inlet chamber for receiving pressure fluid from a source of supply, an outlet chamber in said body member from which pressure fluid is arranged to be delivered to said engine, a passage formed in said body member establishing communication between said chambers for the delivery of pressure fluid to said outlet chamber at the pressure in said inlet chamber, a double headed piston valve slidably mounted in said passage normally in position to interrupt communication between said chambers, a valve controlled by-pass formed in said body member for admitting pressure fluid to said outlet chamber from said inlet chamber through the ends of said piston valve when the said piston valve is in said normal position, the inner ends of said piston valve being formed to unbalance said valve and cause the piston valve to be urged from said normal position by the pressure fluid passing through the ends of said piston valve, resilient means arranged to hold said piston valve in normal position against the pressure in said inlet chamber on the outer end of said piston valve and the differential pressure between the inner ends of said piston valve, said resilient means being arranged to yield and permit movement of said piston valve from its normal position to a position opening the passage between said chambers when a predetermined differential pressure above the normal exists between the inner ends of said piston valve.

5. A pressure fluid regulating device for a pressure fluid operated engine comprising a body member having therein an inlet chamber for receiving pressure fluid from a source of supply and an outlet chamber from which pressure fluid is arranged to be delivered to said engine, a double headed unbalanced piston valve mounted for reciprocation in said body member to selectively close and open communication between said chambers, said piston valve being subjected on one side to fluid pressure in said inlet chamber urging said piston valve to its open position, resilient means reacting on the other side of said piston valve urging said piston valve to its closed position, a by-pass formed in said body member providing for passage of pressure fluid from said inlet chamber to said outlet chamber between the ends of said unbalanced piston valve, a control valve in said by-pass, said resilient means being arranged to permit movement of said unbalanced piston valve to its open position when a predetermined pressure above the pressure of the fluid admitted by the control valve is reached between the ends of said unbalanced piston valve and slow release means for releasing the pressure fluid between the inner ends of said unbalanced piston valve providing for return of said piston valve to its closed position by said resilient means.

6. In a pressure fluid regulating device for a pressure fluid operated engine, the combination comprising a body member having therein an inlet chamber for receiving pressure fluid from a source of supply, an outlet chamber in said body member from which pressure fluid is arranged to be delivered to said engine, a passage formed in said body member establishing communication between said chambers for the delivery of pressure fluid to said outlet chamber at the pressure in aid inlet chamber, a double headed piston valve slidably mounted in said passage, normally in position to interrupt communication between said chambers, a valve controlled by-pass formed in said body member for admitting pressure fluid to said outlet chamber from said inlet chamber through the ends of said piston valve when the said piston valve is in said normal position, the inner ends of said piston valve being formed to unbalance said valve and cause the piston valve to be urged from said normal position by the pressure fluid passing through the ends of said piston valve, resilient means arranged to hold said piston valve in normal position against the pressure in said inlet chamber on the outer end of said piston valve and the differential pressure between the inner ends of said piston valve, said resilient means being arranged to yield and permit movement of said piston valve from its normal position to a position opening the passage between said chambers when a predetermined differential pressure above the normal exists between the inner ends of said piston valve and slow release means for releasing the pressure fluid between the inner ends of said unbalanced piston valve providing for return of said piston valve to its normal position by said resilient means.

EUGENE MARTIN.

CERTIFICATE OF CORRECTION. 7 Patent No. 2,52o,-L1lm. June 1, 1915.

EUGENE MARTIN.

It is hereby certified that error appears in the printed Specification of the above numbered patent requiring correction as follows: Page 1; first column, line 18, strike out "to the engine, during which time the and insert instead --of the source of supply; and that will,--; and that the said Letters Patent should be read with this correction therein that the :ame may .conform to the record of the case in the Patent Office.

Signed and sealed this 2).|.th day of August, A. 1). 19m.

Henry Van .Arsdale,

(S I I Acting Commissioner of Patents 

